Lateral-motion driving-box.



W. E. W-OODARD'.

LATERM MOTION DRIVING BOX. APPLICATION FILED JULY 30.j9l7.

Pafented Dec. 18,1917.

3 SHEETS-SHIEET I.

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w. E. WOODARD.

LATERAL MOTION DRIVING BOX.

APPLICATION FILED IULY 30. I917.

Patented Dec. 18, 1917.

3 SMEETS-VSHEET 2.

' W. E. WOODARD.

LATERAL MOTION nmvms BOX.

APPLICATION FILED JULY 30. HIT. M

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owe/Wm? v JrraMvES -s ful Improvements W IILIAK E. WOODABD, F LIMA, OHIO.

LATERAL-MOTION DRIVING'BOX.

To all whom it may concern:

Be it known thatl, WILLIAM E. WoooARD, of Lima, in the county of Allen. and State of Ohiohave invented certain new and use in Lateral-Motion Driving-Boxes, of which the followingis a speci- ;tion with a lodomotive engine, '40

- This invention'relates to lateral .motion "driving boxes for locomotives and the like and particularly to. the general type of ap paratus shown and described in Patent #1.18l .194issued May 2, 1916 to S. ltiegel and the applicant. The present invention consists in an improvement of the d vice shown in said Letters Patentwhere 2;, the construction is simplified and the number of parts, as well as the weight of the parts, is greatly reduced, and whereby. driving box hearings and cellars of normal. length may be employed. In other and more-general respects, the present invention has' the same objects and advantages, and is designed for the same purposes, as the consaid patstruction shown and described in ent, to which attention is directed for detailed and specific statement thereof.

I have shown the preferred embodiment of my invention in the accompanying drawings, wherein- Figure 1 is a diagrammatic side elevation of a locomotive embodying my inTprovementsgFig. 2 is an enlarged transverse sec tion, taken on the center line of one of the driving axles, partly in elevation to illustrate certain ofthe' arts; and Fig. 3 is an enlarged end elevation and partial section of the improveddriving box.

The inventionis shown-applied in connec; the frame of which is'of the standa-rdy bari type and comprises two side members which are spacedapart at the maximum distance available. under the necessary limitations 5 mpose d a by the width between driving wheel hubs.

,ferred to,.the pairs of (lIlVlIlg boxes,'w'hich The'portions of the side frame members in which the driving axles are'fitted, comprise the usual top rail 1, bottom rail 2, and connecting vertical pedestal jaws 3 in which the end portions of the driving box structure are fitted between wedges 4 and shoes 4. The

'spaces between the sections of the lower framerail at thebottom of the pedestal are spanned by the usual pedestal ties 5, connected inany preferred mannen,

In the Woodard and Biegel patent re- Specification of Letters Patent.

"12 however, instead of closely Patented Dec. 18, 1917.

Application aim July so, 1917. Serial No. 183,428:

are capable of vertical and lateral movement.

in the frame members. are spaced apart by a filler casting, through which the weight of the locomotive is transmitted to the driving filler castings in such construction therefore serve as a spacing means for the driving bones and also as the means whereby the driving boxes will be properly. centeredthrough the weight of the locomotive acting on the rocker members. I propose to elimi-. nate the need of such filler castings by providing what may be termed aunitary driv ing box structure in the ends of which the driving box bearings and cellars are mounted.

This driving box structure, which I have indicated as a whole at A, is shown in Fig. 2 and comprises two open bot-tom sectionset, the inner ends of which are flanged as a t-6,

such flanges being bolted or secured togetherin any suitable manner.- The openings driving wheel hubs 9. the faces of the sections. if desired. being provided with renewable lateral wear plates 10. At their outer ends the sections 4 are each provided with the usual flanges 11 and 1-2. andin'telr mediate plane or f attened portions 13 against which the shoes and wedges fitti'ng" the pedestal jaws bear.

fitting the shoes and wedges as The flanges LI and 5" 1s customary. are spaced apart a distance greater than the width of?" the shoes and flanges so' as tofproi'id'e any disired amount of lost motion X for lateral play. It will of course be understopd that the driving box structure has the usual' free dom. for vertical play in the pedestal jaws.

It will be seen from the the structure is such that the necessity-for separate independent means for laterally spacing the driving boxes is eliminated. .The' means for centering the driving box struc tu're will now be described. That portion of the weight ofthe loccmotive which -is carried on the t0 the drivin' box structure through the springs 14, which bear centrally on the seats foregomg that H driving axles .is transmitted 1 10 15 at the ends of the spring supporting beams 16, such beams extending transversely of the locomotive above the driving box structures and capable of vertical but not lateral movement relative to the side frames. The springs are connected in the usual manner to the side frame members. The supporting beams are guided in vertical movement by the vertical guide faces 17 projecting downwardly below the spring seats, such guide faces fitting with a working clearance between the rubbing plates 18 carried on top of the rail 1. The spring supporting beams 16 are supported on the driving box structures through the medium of the rocker members 19, such rocker members having journals 20 at their lower ends fitting in open-topped bearings :21 formed on the driving box structure. At their tops the rocker members have oppositely inclined or curved surfaces 22, upon which the supporting beam bears through correspondingly inclined or curved bearing faces 23, as will be clear from inspection of Fig. 2.

The operation of the device is as follows. \Vhen the driving box structure is laterally deflected in either direction from its nor- I mal positionrelative to the side frame members, by a lateral movement of the driving wheels such as would take place when the locomotive passes from a straight to a curved portion of the track, its lateral movement swings each cf the supporting rockers 19 upon one or the other of the pairs of journals 20 in a direction opposite to that of the movement of the driving box structure. This movement of the rockers has a tendency to raise the supporting beams 16, such movement, however being resisted by the weight carried by the supporting beams. As the resistance is overcome, the supporting beams move upwardly as do the springs l-l, without disturbance of their lateral relation to the side frame members or equalizer connections. \Vhen the locomotive passesfrom a curved to a straight portion of the track, the weight on the rockers returns them and the driving boxes to normal central position.

The arrangement provides ample-lateral motion and materiallyreduces the lateral thrusts or blows from the locomotive driving wheels, and since the driving box structures are-maintained in central position, at no'time can the driving wheels deliver vio lentblows, as would be the case were the driving box structure permitted to shift and remain at either. extreme of its lateral move- I ment.- The lateral blows are reduced by virtue of the fact that. the rocker arrangement sets up a yielding resistance to lateral motion, as will be readily understood.

The construction itself is simple and economical in manufacture, dispenses with a large number of parts, and materially cuts down weight as compared with the construction shown in Patent-#1,181,194. The driving box structure is reinforced by the webs 24; which also serve to brace the bear ings 21. I Another important advantage of my invention is that I am enabled to use driving box bearings and cellars of normal length. In the construction of the patent above referred to, the length of the bearings and cellars is materially increased. In order to prevent end motion of the beam 16 with reference to the rockers, it will be observed that each of the rockers has a central projection or nose a which fits into a corresponding recess in the beam.

I claim:

1. In a locomotive engine, a combination of two side frame members, a rigid locomotive driving box structure inclusive of the driving boxes capable of relative vertical and lateral movement in said frame menr bers, and means to control the lateral dis placement of said box structure with reference to said frame members.

2. In a locomotive engine, a combination of two side frame members, a rigid locomotive driving box structure inclusive of the driving boxes capable of relati. e vertical and lateral movement in said frame memhere, means limiting the lateral displacement of the box structure, and means to con-' trol the lateral displacement of said box structure with reference to said frame members.

3. In a locomotive engine, a combination of two side members, a rigid locomotive driving box structure inclusive of the driving boxes capable of relative vertical and lateral movement in said frame members, and means under the influence of the supported weight of the locomotive to control the lateral displacement of said box structure with reference to said frame members.

4. In a locomotive engine, a combination of two side frame members, a rigid locomotive driving box structure inclusive of the driving boxes capable of relative vertical and lateral movement in said frame members, and ywlding means to control the lateral displacement of said box structure with reference to said frame members.

5. In a locomotive engine, a combination of two side frame members. a driving axle having driving wheels, a rigid driving box structure inclusive of the driving'boxes capable of relative vertical and lateral movement in said frame members, a driving box hearing at each end of said structure and embraced thereby, the said axle being journalcd in said bearings, and means to control the lateral displacement of the structure with respect to the frame members.

6. In a locomotive engine, a combination of two side frame members, a driving axle' having driving wheels, a rigid driving box 13! structure capable of relative vertical and lateral {movement in said frame members, and extending between driving wheel hubs, a pair of spaced flanges at the ends of said structure limiting the lateral displacement "thereof with respect to the frame members,

a driving box bearing at ea'eh'end of said structure and embraced thereby; the said, axle being journaled in said bearings, and

means to control the lateral displacement of the structure with respect to the frame members. I a a v 7. In a locomotive engine, a combination of two side frame members, a driving axle having driving Wheels, a rigid driving box Structure capable of relative vertical and lateral movement in said frame members,

and extending between driving wheel hubs, said structure comprising a pair of driv n boxes havin their inner ends extende means for rigidly, fastening said ends to. gether, a pair of spaced flanges at the ends of said structure limiting the lateral displacement thereof with respect to the frame members, a driving box bearing at each end of said structure and embraced-thereby, the

said axle'being journ'aled in said bearings,

WILLIAM WOODA 

